Vehicle body assembly and vehicle

Abstract

A vehicle body assembly (100) and a vehicle. The vehicle body assembly (100) comprises: a longitudinal beam body (10) and a rocker panel (40), wherein the longitudinal beam body (10) is connected to the rocker panel (40), and the rocker panel (40) defines a first accommodating cavity (41); first mounting members (13), wherein the longitudinal beam body (10) is provided with first clearance holes (12), the first mounting members (13) are arranged on the longitudinal beam body (10) and aligned with the first clearance holes (12), and the first mounting members (13) are adapted to be fitted and assembled with a suspension trailing arm of a vehicle; and a sealing member (80), wherein the end of the longitudinal beam body (10) close to the rocker panel (40) is provided with a second clearance hole (14), and the sealing member (80) is arranged on the longitudinal beam body (10) and aligned with the second clearance hole (14) so as to block the second clearance hole (14).

Description

Vehicle body components and vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is based on the Chinese patent application with application number 202410378346.9 and application date of March 29, 2024, and claims the priority of the above-mentioned Chinese patent application. The entire content of the above-mentioned Chinese patent application is hereby introduced into this application as a reference. Technical Field

[0003] The present application relates to but is not limited to the field of vehicles, and in particular to a vehicle body component and a vehicle. Background Art

[0004] The rear longitudinal beam of a vehicle is generally used as the installation point for the trailing arm of the vehicle's rear suspension. However, the structural design of the existing rear longitudinal beam of a vehicle is unreasonable, making the installation of the trailing arm of the vehicle's rear suspension inconvenient. In addition, the dynamic stiffness of the mounting point of the trailing arm of the vehicle's rear suspension is poor, resulting in poor NVH (NOISE, VIBRATION, HARSHNESS) performance of the vehicle, which seriously affects the driving and riding experience of the vehicle.

[0005] Application Contents

[0006] The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.

[0007] One purpose of the present application is to propose a vehicle body assembly that can reduce the difficulty of installing the vehicle's rear suspension trailing arm, and can improve the vehicle's NVH performance and improve the vehicle's driving and riding experience.

[0008] The present application further proposes a vehicle.

[0009] According to the present application, the body assembly of the vehicle includes: a longitudinal beam body and a sill beam, the longitudinal beam body is connected to the sill beam, and the sill beam defines a first accommodating cavity; a first mounting member, the longitudinal beam body has a first avoidance hole, the first mounting member is arranged on the longitudinal beam body and corresponds to the first avoidance hole, and the first mounting member is suitable for being assembled with the suspension trailing arm of the vehicle; a sealing member, the longitudinal beam body has a second avoidance hole at one end close to the sill beam, the sealing member is arranged on the longitudinal beam body and corresponds to the second avoidance opening to cover the second avoidance hole, and along the height direction of the body assembly, the sealing member is recessed in a direction away from the second avoidance hole; a reinforcing beam, the reinforcing beam is arranged in the first accommodating cavity.

[0010] According to the body assembly of the vehicle of the present application, by setting a second avoidance hole, the rear suspension trailing arm of the vehicle can be avoided, which can reduce the difficulty of installing the rear suspension trailing arm of the vehicle. By setting a seal that blocks the second avoidance hole, the dynamic stiffness of the installation point of the rear suspension trailing arm of the vehicle can be increased, thereby improving the NVH performance of the vehicle and improving the driving experience and riding experience of the vehicle.

[0011] In some examples of the present application, the sealing member has a sealing flange connected to the longitudinal beam body, the sealing flange has a third avoidance hole, and the first mounting member is passed through the third avoidance hole and connected to the sealing member.

[0012] In some examples of the present application, the vehicle body assembly further includes: a first reinforcement member, the first reinforcement member is provided on the longitudinal beam body and is sleeved on the sealing member, and the first reinforcement member is connected to the sealing member.

[0013] In some examples of the present application, the first reinforcement member includes: a connected first reinforcement body and a first connecting flange, wherein the first connecting flange extends along the height direction and is connected to the sealing member.

[0014] In some examples of the present application, along a first direction of the vehicle body assembly, the first reinforcement is arranged at one end of the longitudinal beam body close to the rocker beam, and the first reinforcement includes: a connected first reinforcement body and a first flange; along a second direction of the vehicle body assembly, the first flange is clamped between the longitudinal beam body and the rocker beam, and the second direction, the first direction, and the height direction are all perpendicular to each other.

[0015] In some examples of the present application, the vehicle body assembly further includes: a second reinforcement, wherein a portion of the second reinforcement is located above the first reinforcement along the height direction, and the second reinforcement is connected to the first reinforcement and the longitudinal beam body.

[0016] In some examples of the present application, the second reinforcement member is connected to the first mounting member.

[0017] In some examples of the present application, the body assembly of the vehicle further includes: a third reinforcement, the longitudinal beam body defines a second accommodating cavity, the third reinforcement is arranged in the second accommodating cavity, and along the first direction of the body assembly, the first reinforcement and the third reinforcement are arranged at intervals, the second reinforcement is connected to the third reinforcement, and the first direction is perpendicular to the height direction.

[0018] In some examples of the present application, the body assembly of the vehicle also includes: a fourth reinforcement and a second mounting member, the fourth reinforcement being arranged in the second accommodating cavity, and along the first direction, the fourth reinforcement being arranged on a side of the third reinforcement away from the first reinforcement and connected to the third reinforcement; the first mounting member being arranged in the second accommodating cavity and passing through the fourth reinforcement, and the second mounting member being suitable for being assembled with the rear suspension of the vehicle.

[0019] In some examples of the present application, the body assembly of the vehicle also includes: a fifth reinforcement and a third mounting member, the fifth reinforcement is arranged in the second accommodating cavity, and along the first direction, the fifth reinforcement is arranged on the side of the fourth reinforcement away from the first reinforcement; the third mounting member is arranged in the second accommodating cavity and passes through the fifth reinforcement, and the second mounting member is suitable for assembly with the rear suspension of the vehicle.

[0020] In some examples of the present application, the body assembly of the vehicle further includes: a first extension beam, a second extension beam, and a third extension beam, wherein the first extension beam, the second extension beam, and the third extension beam are all connected to the longitudinal beam body, and along the second direction of the body assembly, the first extension beam corresponds to the first reinforcement, the second extension beam corresponds to the fourth reinforcement, and the third extension beam corresponds to the fifth reinforcement, and the second direction is perpendicular to the first direction.

[0021] In some examples of the present application, the body assembly of the vehicle further includes: a first connecting member, the first connecting member being connected between the rocker beam and the reinforcing beam, and the first connecting member being provided at both ends of the reinforcing beam along a first direction of the body assembly.

[0022] In some examples of the present application, the first connecting member includes a first connecting plate and a second connecting plate connected to each other, an angle is formed between the first connecting plate and the second connecting plate, the first connecting plate is connected to the reinforcing beam, and the second connecting plate is connected to the threshold beam; the second connecting plate has a notch, and the notch passes through the second connecting plate along the thickness direction of the second connecting plate.

[0023] In some examples of the present application, the body assembly of the vehicle further includes: a second connecting member, the second connecting member being located in the first accommodating cavity, the second connecting member being connected between the sill beam and the reinforcing beam, the second connecting member being provided at both ends of the reinforcing beam along the first direction, and the orthographic projections of the first connecting member and the second connecting member having an overlapping area along the height direction.

[0024] The vehicle according to the present application includes the vehicle body assembly described above.

[0025] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become obvious from the description below, or will be learned through practice of the present application.

[0026] Still other aspects will become apparent upon reading and understanding the accompanying drawings and detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] FIG1 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0028] Figure 2 is an enlarged schematic diagram of point D in Figure 1;

[0029] FIG3 is a bottom view of a vehicle body assembly according to an embodiment of the present application;

[0030] FIG4 is an enlarged schematic diagram of point E in FIG3 ;

[0031] FIG5 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application (the first reinforcement member and the second reinforcement member are omitted);

[0032] FIG6 is an enlarged schematic diagram of point F in FIG5 ;

[0033] FIG7 is a top view of a vehicle body assembly according to an embodiment of the present application;

[0034] FIG8 is a top view of a vehicle body assembly according to an embodiment of the present application (the second reinforcement member is omitted);

[0035] FIG9 is an enlarged schematic diagram of point G in FIG8 ;

[0036] FIG10 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application;

[0037] FIG11 is an enlarged view of point A in FIG10 ;

[0038] FIG12 is an enlarged view of point B in FIG10;

[0039] FIG13 is a schematic diagram of a vehicle body assembly according to an embodiment of the present application from another angle;

[0040] FIG14 is an enlarged view of point C in FIG13;

[0041] FIG15 is a top view of a vehicle body assembly according to an embodiment of the present application (without omitting the second reinforcement member);

[0042] FIG16 is a top view of a vehicle body assembly according to an embodiment of the present application (the second reinforcement member is omitted);

[0043] FIG17 is a schematic diagram of the assembly of the threshold beam and the seat mounting crossbeam according to an embodiment of the present application;

[0044] FIG18 is an enlarged view of point H in FIG17;

[0045] FIG19 is a schematic diagram of a threshold beam according to an embodiment of the present application;

[0046] FIG20 is a schematic diagram of a threshold beam according to an embodiment of the present application;

[0047] FIG21 is a cross-sectional schematic diagram of a portion of the structure of a threshold beam and a seat mounting beam according to an embodiment of the present application;

[0048] FIG22 is a schematic cross-sectional view of a threshold beam according to an embodiment of the present application.

[0049] Reference numerals:

[0050] body assembly 100;

[0051] Seat mounting crossbeam 199; front seat mounting front crossbeam 1; front seat mounting rear crossbeam 2;

[0052] Longitudinal beam body 10; second accommodating cavity 11; first avoidance hole 12; first mounting member 13; second avoidance hole 14; longitudinal beam flange 15; longitudinal beam bottom plate 16;

[0053] First reinforcement member 20; first reinforcement body 21; first flange 22; first connecting flange 23;

[0054] First extension beam 30; second extension beam 31; third extension beam 32;

[0055] Sill beam 40; first accommodating cavity 41; inner side wall 411; reinforcing beam 42; sill inner panel 43; inner panel body 431; inner panel connecting plate 432;

[0056] Door sill outer panel 44; outer panel body 441; outer panel connecting plate 442;

[0057] First connecting member 45; first connecting plate 451; second connecting plate 452; notch 4521; reinforcing rib 4522; weight-reducing hole 4523;

[0058] Second connecting member 46; connecting member body 461; first plate 4611; second plate 4612; third plate 4613; first connecting flange 462; second connecting flange 463; door sill rear section 480; second reinforcement member 50; second connecting flange 51; third connecting flange 52; recessed portion 53;

[0059] A third reinforcement member 60; a fourth reinforcement member 70; a second mounting member 701; a fifth reinforcement member 71; a third mounting member 711; and a sixth reinforcement member 72;

[0060] Sealing member 80; sealing flange 81; third avoidance hole 82. DETAILED DESCRIPTION

[0061] The following describes in detail embodiments of the present application. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present application and are not to be construed as limiting the present application.

[0062] A vehicle body assembly 100 according to an embodiment of the present application will be described below with reference to FIG. 1 to FIG. 22 .

[0063] As shown in FIG. 1 to FIG. 9 , a vehicle body assembly 100 according to an embodiment of the present application includes: a longitudinal beam body 10 , a first mounting member 13 , a sealing member 80 , a rocker beam 40 and a reinforcement beam 42 .

[0064] The longitudinal beam body 10 and the vehicle's rocker beam 40; the longitudinal beam body 10 has a first avoidance hole 12, a first mounting member 13 is provided on the longitudinal beam body 10 and corresponds to the first avoidance hole 12, and the first mounting member 13 is suitable for being assembled with the vehicle's suspension trailing arm; the longitudinal beam body 10 has a second avoidance hole 14 at one end close to the rocker beam 40, a sealing member 80 is provided on the longitudinal beam body 10 and corresponds to the second avoidance hole 14 to cover the second avoidance hole 14, and along the height direction of the vehicle body component 100 (i.e., the Z direction shown in Figure 1), the sealing member 80 is recessed in a direction away from the second avoidance hole 14.

[0065] As shown in Figures 1 and 3, the sill beam 40 includes a sill beam body and a sill rear section 480. The sill beam body and the sill rear section 480 are connected along a first direction of the body assembly 100 (i.e., the X direction shown in Figure 1, i.e., the length direction of the body assembly 100), and the sill rear section 480 is located at the rear end of the sill beam body.

[0066] The longitudinal beam body 10 extends along a first direction (ie, the X direction shown in FIG. 1 ) of the vehicle body assembly 100 . The longitudinal beam body 10 has two opposite ends. One end of the longitudinal beam body 10 close to the rocker rear section 480 is connected to the rocker rear section 480 .

[0067] The longitudinal beam body 10 has a first avoidance hole 12. In some embodiments of the present application, the longitudinal beam body 10 has a first avoidance hole 12 at one end thereof near the rocker rear section 480. The number of first avoidance holes 12 may be multiple, for example, two. In some embodiments of the present application, the plurality of first avoidance holes 12 may be spaced apart along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG. 1 , i.e., the width direction of the vehicle body assembly 100).

[0068] The first mounting member 13 is provided on the longitudinal beam body 10, and the first mounting member 13 is provided corresponding to the first avoidance hole 12. In some embodiments of the present application, there may be multiple first mounting members 13, and the number of first mounting members 13 is the same as the number of first avoidance holes 12, and the multiple first mounting members 13 are provided in a one-to-one correspondence with the multiple first avoidance holes 12. The first mounting member 13 can be assembled with the rear suspension trailing arm of the vehicle. In some embodiments of the present application, the first mounting member 13 can be configured as a threaded tube, and the mounting bracket of the rear suspension trailing arm of the vehicle can be assembled with the first mounting member 13 by means of a threaded connection.

[0069] The longitudinal beam body 10 has a second avoidance hole 14 at one end close to the rear section 480 of the door sill. The second avoidance hole 14 can be used to avoid the rear suspension trailing arm of the vehicle. As some embodiments of the present application, along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 1), the second avoidance hole 14 can be arranged between the two first avoidance holes 12.

[0070] The seal 80 is provided on the longitudinal beam body 10. In some embodiments of the present application, the seal 80 and the longitudinal beam body 10 may be connected by, but not limited to, welding or screwing. The seal 80 is provided in correspondence with the second avoidance hole 14. Specifically, the seal 80 is connected to the longitudinal beam body 10 and can shield the second avoidance hole 14. This arrangement prevents external impurities such as dust and particles from entering the vehicle interior through the second avoidance hole 14.

[0071] Along the height direction of the vehicle body assembly 100 (i.e., the Z direction as shown in FIG1 ), the seal 80 is recessed in a direction away from the second avoidance hole 14 . In other words, the seal 80 is recessed upward. In some embodiments of the present application, the seal 80 can be configured as an arcuate structure. The upward recess of the seal 80 can avoid the rear suspension trailing arm, which helps to reduce the difficulty of installing the vehicle's rear suspension trailing arm. It should be noted that the seal 80 not only avoids the rear suspension trailing arm, but also improves the dynamic stiffness of the rear suspension trailing arm mounting point.

[0072] It can be understood that by providing the second avoidance hole 14, the vehicle's rear suspension trailing arm can be avoided. By making the seal 80 block the second avoidance hole 14 and making the seal 80 recessed in the direction away from the second avoidance hole 14, the seal 80 can also avoid the vehicle's rear suspension trailing arm, thereby reducing the difficulty of installing the vehicle's rear suspension trailing arm. Moreover, by providing the seal 80 that blocks the second avoidance hole 14, the dynamic stiffness of the vehicle's rear suspension trailing arm mounting point can be improved. In addition, by making the seal 80 block the second avoidance hole 14, external dust, particles and other impurities can be prevented from entering the vehicle interior through the second avoidance hole 14, thereby improving the vehicle's sealing performance.

[0073] The sill beam 40 defines a first accommodating cavity 41. Specifically, the sill beam 40 includes a sill beam body and a sill rear section 480. The sill beam body defines the first accommodating cavity 41. A sill beam 40 may be provided on both sides of the vehicle along the width direction of the vehicle (i.e., the Y direction shown in FIG1 ). In some embodiments of the present application, the sill beam 40 may include a sill inner panel 43 and a sill outer panel 44. The sill inner panel 43 and the sill outer panel 44 may be arranged along the width direction of the vehicle (i.e., the Y direction shown in FIG6 ). Furthermore, the sill inner panel 43 and the sill outer panel 44 may be connected, and the sill outer panel 44 may be provided on the side of the corresponding sill inner panel 43 away from the vehicle. Together, the sill inner panel 43 and the sill outer panel 44 may define the first accommodating cavity 41.

[0074] As some embodiments of the present application, as shown in Figure 21, the rocker inner panel 43 may have an inner panel body 431, and the end of the inner panel body 431 may have an inner panel connecting plate 432. As shown in Figure 22, the rocker outer panel 44 may have an outer panel body 441, and the end of the outer panel body 441 may have an outer panel connecting plate 442. The inner panel connecting plate 432 may be connected to the outer panel connecting plate 442 to connect the rocker inner panel 43 and the rocker outer panel 44. The inner panel body 431 and the outer panel body 441 may jointly surround the first accommodating cavity 41.

[0075] In some embodiments of the present application, the reinforcement beam 42 can extend along the length of the vehicle (i.e., the X-direction shown in FIG1 ), and the sill beam 40 can also extend along the length of the vehicle (i.e., the X-direction shown in FIG1 ). The reinforcement beam 42 is disposed within the first accommodating cavity 41. This arrangement enhances the structural strength of the sill beam 40, thereby enhancing the structural strength of the longitudinal beam body 10 connected to the sill beam 40, thereby improving the vehicle's NVH performance.

[0076] Therefore, by setting the second avoidance hole 14, the vehicle rear suspension trailing arm can be avoided, which can reduce the difficulty of installing the vehicle rear suspension trailing arm. By setting a seal 80 to block the second avoidance hole 14, the dynamic stiffness of the vehicle rear suspension trailing arm installation point can be increased, thereby improving the vehicle's NVH performance and improving the vehicle's driving experience and riding experience.

[0077] In addition, it should be noted that, through the body assembly 100 of the present application, the dynamic stiffness of the mounting point of the vehicle's rear suspension trailing arm is improved, and the number of mounting brackets of the vehicle's rear suspension trailing arm can be reduced. For example, a mounting bracket of the vehicle's rear suspension trailing arm can be eliminated, thereby reducing the weight of the entire vehicle, which is beneficial to the lightweight design of the vehicle.

[0078] In some embodiments of the present application, as shown in Figures 5 and 6, the seal 80 has a sealing flange 81 connected to the longitudinal beam body 10, the sealing flange 81 has a third avoidance hole 82, and the first mounting member 13 is passed through the third avoidance hole 82 and connected to the seal 80.

[0079] The seal 80 includes a sealing flange 81, which is connected to the longitudinal beam body 10. In some embodiments of the present application, the seal 80 and the sealing flange 81 can be integrally formed, that is, the seal 80 and the sealing flange 81 are a one-piece molded component. The sealing flange 81 has a third avoidance hole 82, and the first mounting member 13 is disposed through the third avoidance hole 82 and connected to the seal 80.

[0080] As some embodiments of the present application, the number of the third avoidance holes 82 can be multiple, for example, the number of the third avoidance holes 82 can be two, and the multiple third avoidance holes 82 can be arranged in a one-to-one correspondence with the multiple first mounting parts 13.

[0081] In some embodiments of the present application, there are two third avoidance holes 82 and two first mounting members 13. The two first mounting members 13 can be respectively disposed through the two third avoidance holes 82 and connected to the sealing flange 81. In some embodiments of the present application, the first mounting member 13 can be welded to the sealing member 80.

[0082] It is understood that during vehicle travel, vibrations of the trailing arm of the vehicle's rear suspension are transmitted to first mounting member 13. By providing seal 80 with third relief hole 82 and inserting first mounting member 13 through third relief hole 82 and connecting to seal 80, first mounting member 13 can be shielded from vibrations. Furthermore, by connecting first mounting member 13 to seal 80, the force acting on first mounting member 13 can be shared by seal 80, thereby improving the dynamic stiffness of the mounting point of the vehicle's rear suspension trailing arm.

[0083] In some embodiments of the present application, as shown in Figures 1, 2, 7-9, the body assembly 100 also includes: a first reinforcement 20, the first reinforcement 20 is arranged on the longitudinal beam body 10 and is sleeved on the seal 80, and the first reinforcement 20 is connected to the seal 80.

[0084] In some embodiments of the present application, along a first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 1 ), the first reinforcement 20 can be disposed at an end of the longitudinal beam body 10 near the sill beam 40. In other words, the first reinforcement 20 is disposed at the front end of the longitudinal beam body 10. The first reinforcement 20 is connected to the seal 80. Specifically, the first reinforcement 20 can be sleeved on and connected to the seal 80. In some embodiments of the present application, the first reinforcement 20 can have a hole that avoids the seal 80 so that the first reinforcement 20 can be sleeved on the seal 80. The first reinforcement 20 and the seal 80 can be connected by, but not limited to, welding or bolting.

[0085] By providing the first reinforcement 20, the force of the longitudinal beam body 10 and the seal 80 can be shared by the first reinforcement 20, thereby improving the dynamic stiffness of the vehicle's rear suspension trailing arm mounting point, which is beneficial to improving the vehicle's NVH performance and improving the vehicle's driving experience and riding experience.

[0086] In some embodiments of the present application, as shown in Figures 8 and 9, the first reinforcement 20 includes: a connected first reinforcement body 21 and a first connecting flange 23, the first connecting flange 23 extends along the height direction of the body component 100 (i.e., the Z direction shown in Figure 5) and is connected to the seal 80.

[0087] Among them, the first reinforcement 20 includes a first reinforcement body 21 and a first connecting flange 23. The first reinforcement body 21 and the first connecting flange 23 are connected and arranged. The first reinforcement body 21 is arranged on the longitudinal beam body 10, and the first connecting flange 23 is extended along the height direction of the body component 100 (that is, the Z direction shown in Figure 5). As some embodiments of the present application, the first connecting flange 23 is extended upward along the height direction of the body component 100 (that is, the Z direction shown in Figure 5). The first connecting flange 23 is connected to the seal 80. As some embodiments of the present application, the first connecting flange 23 is welded to the seal 80.

[0088] Such an arrangement can connect the first reinforcement 20 and the sealing member 80 together, so that the first reinforcement 20 and the sealing member 80 can share each other's forces, thereby improving the dynamic stiffness of the vehicle rear suspension trailing arm mounting point.

[0089] In some embodiments of the present application, as shown in FIG. 8 and FIG. 9 , there are multiple first connecting flanges 23 , and the multiple first connecting flanges 23 are wound around the sealing member 80 .

[0090] The first reinforcement member 20 includes a first reinforcement body 21 and a first connecting flange 23. The first reinforcement body 21 and the first connecting flange 23 are connected to each other. There are multiple first connecting flanges 23, for example, but not limited to four, six, or eight. The multiple first connecting flanges 23 are arranged around the sealing member 80 along the circumferential direction of the sealing member 80.

[0091] As a specific embodiment of the present application, as shown in FIG9 , there are four first connecting flanges 23 , and the four first connecting flanges 23 are arranged around the sealing member 80 .

[0092] By providing multiple first connecting flanges 23, the contact area between the first reinforcement 20 and the seal 80 can be increased. By providing multiple first connecting flanges 23 around the seal 80, force energy can be evenly transmitted between the first reinforcement 20 and the seal 80, thereby effectively improving the dynamic stiffness of the vehicle rear suspension trailing arm mounting point.

[0093] In some embodiments of the present application, as shown in Figures 1, 2 and 7, the body assembly 100 also includes: a second reinforcement 50, along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 1), a portion of the second reinforcement 50 is located above the first reinforcement 20, and the second reinforcement 50 is connected to the first reinforcement 20 and the longitudinal beam body 10.

[0094] In some embodiments of the present application, the second reinforcement 50 may have multiple flange structures, wherein some flange structures may be connected to the first reinforcement 20, and some flange structures may be connected to the longitudinal beam body 10. In some embodiments of the present application, some flange structures may be connected to the sill rear section 480 of the sill beam 40.

[0095] As some embodiments of the present application, along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 1), the front end of the second reinforcement 50 is connected to the first reinforcement 20, and along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 1), both sides of the second reinforcement 50 are connected to the longitudinal beam body 10.

[0096] By providing a second reinforcement 50 and positioning part of the structure of the second reinforcement 50 above the first reinforcement 20, the force of the first reinforcement 20 and the longitudinal beam body 10 can be transmitted upward through the second reinforcement 50, which is beneficial to improving the dynamic stiffness of the vehicle rear suspension trailing arm mounting point along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in Figure 1). In addition, by connecting the second reinforcement 50 to the longitudinal beam body 10, the second reinforcement 50, the longitudinal beam body 10, the first reinforcement 20, and the seal 80 can jointly share the force of the first mounting member 13, thereby improving the NVH performance of the vehicle.

[0097] In some embodiments of the present application, as shown in Figures 1, 2 and 7, the second reinforcement 50 has at least one second connecting flange 51 and at least one third connecting flange 52, the second connecting flange 51 is connected to the first reinforcement 20, and the third connecting flange 52 is connected to the longitudinal beam body 10.

[0098] As some embodiments of the present application, the second reinforcement 50 may have a second connecting flange 51 and a third connecting flange 52, or, as some embodiments of the present application, the second reinforcement 50 may have a second connecting flange 51 and multiple third connecting flanges 52, or, as some embodiments of the present application, the second reinforcement 50 may have multiple second connecting flanges 51 and one third connecting flange 52, or, as some embodiments of the present application, the second reinforcement 50 may have multiple second connecting flanges 51 and multiple third connecting flanges 52.

[0099] The second connecting flange 51 and the first reinforcement 20 may be connected by welding, and the third connecting flange 52 and the longitudinal beam body 10 may be connected by welding.

[0100] By providing the second reinforcement 50 with at least one second connecting flange 51 and at least one third connecting flange 52, and connecting the second connecting flange 51 to the first reinforcement 20, and connecting the third connecting flange 52 to the longitudinal beam body 10, the connection between the second reinforcement 50 and the first reinforcement 20, and between the second reinforcement 50 and the longitudinal beam body 10 can be made firm, thereby enabling the dynamic stiffness of the vehicle rear suspension trailing arm mounting point to be improved, which is beneficial to improving the vehicle's NVH performance, and is beneficial to improving the vehicle's driving experience and riding experience.

[0101] As some embodiments of the present application, along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in Figure 1), the first reinforcement 20 can be arranged above the sealing flange 81 of the sealing member 80, and the first reinforcement 20 can have a hole corresponding to the third avoidance hole 82, and the first mounting member 13 can be passed through the hole of the first reinforcement 20 and connected to the first reinforcement 20.

[0102] In some embodiments of the present application, as shown in FIG. 2 , the second reinforcement member 50 is connected to the first mounting member 13 .

[0103] The first mounting member 13 may be extended along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in FIG1 ), and the first mounting member 13 may be connected to the second reinforcement member 50. In some embodiments of the present application, the first mounting member 13 and the second reinforcement member 50 may be connected by double welding.

[0104] By connecting the second reinforcement 50 to the first mounting member 13 , the force of the first mounting member 13 can be directly transmitted to the second reinforcement 50 , thereby improving the dynamic stiffness of the vehicle rear suspension trailing arm mounting point.

[0105] In some embodiments of the present application, as shown in FIG. 1 and FIG. 2 , the second reinforcement member 50 has a recessed portion 53 , and a portion of the first mounting member 13 is disposed in the recessed portion 53 .

[0106] In which, the second reinforcement 50 can have a recessed portion 53, the first mounting member 13 is connected to the second reinforcement 50, and part of the structure of the first mounting member 13 is arranged in the recessed portion 53. As some embodiments of the present application, the recessed portion 53 is recessed toward the inner side of the second reinforcement 50.

[0107] As some embodiments of the present application, the number of recesses 53 is the same as the number of first mounting members 13. For example, there are two first mounting members 13 and two recesses 53. The two first mounting members 13 are arranged in a one-to-one correspondence with the two recesses 53.

[0108] By providing the second reinforcement 50 with a recessed portion 53 and arranging a portion of the first mounting member 13 in the recessed portion 53, the contact area between the second reinforcement 50 and the first mounting member 13 can be increased, and the connection between the first mounting member 13 and the second reinforcement 50 can be made more secure. Moreover, the force applied to the first mounting member 13 can be smoothly transmitted to the second reinforcement 50, thereby improving the dynamic stiffness of the rear suspension trailing arm mounting point, which is beneficial to improving the NVH performance of the vehicle.

[0109] In some embodiments of the present application, along the height direction of the vehicle body assembly 100 (ie, the Z direction shown in FIG. 1 ), the upper surface of the second reinforcement 50 is suitable for connection with the floor panel of the vehicle.

[0110] In some embodiments of the present application, the upper surface of the second reinforcement 50 may have multiple planar structures along the height direction of the vehicle body assembly 100 (i.e., the Z direction as shown in FIG1 ), and the second reinforcement 50 may be connected to the vehicle floor panel via the planar structures on the upper surface. In some embodiments of the present application, the second reinforcement 50 and the vehicle floor panel may be connected by welding.

[0111] By connecting the second reinforcement 50 to the floor panel of the vehicle, the force acting on the second reinforcement 50 can be shared by the floor panel of the vehicle, and the overall structure of the second reinforcement 50, the first reinforcement 20, the seal 80, and the first mounting member 13 can be strengthened, thereby increasing the dynamic stiffness of the mounting point of the trailing arm of the rear suspension of the vehicle, improving the NVH performance of the vehicle, and improving the driving and riding experience of the vehicle.

[0112] In some embodiments of the present application, the body assembly 100 further includes: a rear seat mounting cross beam, which is located above the first reinforcement 20 along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 1) and is connected to the first reinforcement 20; and / or, the body assembly 100 further includes: a battery mounting cross beam, which is located below the longitudinal beam body 10 along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 1) and is connected to the longitudinal beam body 10.

[0113] The rear seat mounting cross member may extend along the second direction of the vehicle body assembly 100 (i.e., the Y direction as shown in FIG1 ), and along the height direction of the vehicle body assembly 100 (i.e., the Z direction as shown in FIG1 ), the rear seat mounting cross member is located above the first reinforcement 20 and is connected to the first reinforcement 20. For example, an end of the rear seat mounting cross member may be located above the first reinforcement 20 and welded to the first reinforcement 20. Positioning the rear seat mounting cross member above and being connected to the first reinforcement 20 facilitates improving the dynamic stiffness of the vehicle rear suspension trailing arm mounting point along the height direction of the vehicle body assembly 100 (i.e., the Z direction as shown in FIG1 ).

[0114] The battery mounting cross beam can be extended along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 1), and along the height direction of the body assembly 100 (i.e., the Z direction shown in Figure 1), the battery mounting cross beam is located below the longitudinal beam body 10, and the battery mounting cross beam is connected to the longitudinal beam body 10, for example, the end of the battery mounting cross beam is located below the longitudinal beam body 10 and is welded to the longitudinal beam body 10.

[0115] By locating the battery mounting cross beam below the longitudinal beam body 10 and connecting to the longitudinal beam body 10 , the dynamic stiffness of the vehicle rear suspension trailing arm mounting point along the height direction of the vehicle body assembly 100 (ie, the Z direction shown in FIG. 1 ) is improved.

[0116] As some embodiments of the present application, any two directions among the height direction of the body component 100 (i.e., the Z direction shown in Figure 1), the first direction of the body component 100 (i.e., the X direction shown in Figure 1), and the second direction of the body component 100 (i.e., the Y direction shown in Figure 1) are perpendicular to each other.

[0117] It should be noted that, through the body assembly 100 of the present application, the force of the first mounting member 13 can be dispersed along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG1 ), the first direction of the body assembly 100 (i.e., the X direction shown in FIG1 ), and the second direction of the body assembly 100 (i.e., the Y direction shown in FIG1 ), thereby effectively improving the dynamic stiffness and local mode of the trailing arm of the rear suspension of the vehicle, and can also effectively improve the overall dynamic stiffness and local mode of the longitudinal beam body 10, and is beneficial to improving the collision resistance of the vehicle.

[0118] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, and the number of rocker beams 40 can be set to two. Along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 1), the two longitudinal beam bodies 10 can be arranged relative to and spaced apart, and the two rocker beams 40 can be arranged relative to and spaced apart. Moreover, the two longitudinal beam bodies 10 and the two rocker beams 40 can be arranged in a one-to-one correspondence, and each longitudinal beam body 10 can be provided with a first reinforcement 20, a first mounting member 13, a sealing member 80, and a second reinforcement 50.

[0119] As some embodiments of the present application, the distance between the vehicle rear suspension trailing arm and the surrounding components is greater than or equal to 15 mm.

[0120] In some embodiments of the present application, as shown in Figures 13-15, the first reinforcement 20 includes: a connected first reinforcement body 21 and a first flange 22, along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 10), the first flange 22 is clamped between the longitudinal beam body 10 and the rocker beam 40.

[0121] Along a first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 10 ), the first reinforcement 20 is disposed at one end of the longitudinal beam body 10 near the sill beam 40 . That is, the first reinforcement 20 is disposed at the front end of the longitudinal beam body 10 . The first reinforcement 20 includes a first reinforcement body 21 and a first flange 22 . The first reinforcement body 21 is disposed on the longitudinal beam body 10 . The first reinforcement body 21 and the longitudinal beam body 10 can be connected by, but not limited to, welding, screwing, or the like.

[0122] The first reinforcement body 21 and the first flange 22 are connected. In some embodiments of the present application, the first reinforcement body 21 and the first flange 22 can be integrally formed, that is, the first reinforcement member 20 is an integrally formed member. Along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10), the first flange 22 is sandwiched between the longitudinal beam body 10 and the sill beam 40. Specifically, the first flange 22 is sandwiched between the longitudinal beam body 10 and the sill rear section 480 of the sill beam 40. In some embodiments of the present application, along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10), and from the outside to the inside of the vehicle, the sill rear section 480, the first flange 22, and the longitudinal beam body 10 are arranged in sequence.

[0123] As some embodiments of the present application, the first flange 22 can be extended along the height direction of the body component 100 (i.e., the Z direction shown in Figure 10). For example, as shown in Figure 14, the first flange 22 can be extended downward along the height direction of the body component 100 (i.e., the Z direction shown in Figure 10).

[0124] It should be noted that the end of the longitudinal beam body 10 close to the sill beam 40 can be used as the installation point of the vehicle's rear suspension. For example, the end of the longitudinal beam body 10 close to the sill beam 40 can be used as the installation point of the vehicle's rear suspension trailing arm. By arranging the first reinforcement 20 at the end of the longitudinal beam body 10 close to the sill beam 40, the dynamic stiffness of the vehicle's rear suspension installation point can be improved. Moreover, by clamping the first flange 22 between the longitudinal beam body 10 and the sill rear section 480 of the sill beam 40, the relative arrangement positions of the longitudinal beam body 10, the sill rear section 480 and the first reinforcement 20 can be made reasonable, which can effectively improve the dynamic stiffness of the vehicle's rear suspension installation point.

[0125] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the number of rocker beams 40 can be set to two, and in the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10), the two longitudinal beam bodies 10 can be arranged relative to and spaced apart, the two rocker beams 40 can be arranged relative to and spaced apart, and the two longitudinal beam bodies 10 and the two rocker beams 40 can be arranged in a one-to-one correspondence, and each longitudinal beam body 10 can be provided with a first reinforcement 20.

[0126] Therefore, by providing the first reinforcement 20 at one end of the longitudinal beam body 10 close to the rocker beam 40, and by sandwiching the first flange 22 between the longitudinal beam body 10 and the rocker beam 40, the dynamic stiffness of the vehicle's rear suspension mounting point can be improved, and the structural design of the body assembly 100 can be reasonable, which is conducive to improving the vehicle's NVH performance, thereby improving the vehicle's driving experience and riding experience.

[0127] In some embodiments of the present application, as shown in Figures 10 and 11 , the vehicle body assembly 100 further includes a first extension beam 30. The first extension beam 30 is connected to the longitudinal beam body 10 and corresponds to the first reinforcement member 20 along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10 ).

[0128] The first extension beam 30 is connected to the longitudinal beam body 10 and extends along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG10 ). Furthermore, a plane is defined that is perpendicular to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG10 ), i.e., the normal of the plane is parallel to the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG10 ). The orthographic projection of the first extension beam 30 on the plane overlaps with the orthographic projection of the first reinforcement member 20 on the plane.

[0129] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the two longitudinal beam bodies 10 can be arranged opposite to each other and spaced apart, and the first extension beam 30 can be connected between the two longitudinal beam bodies 10, that is, the first extension beam 30 is a cross beam structure connected between the two longitudinal beam bodies 10.

[0130] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the two longitudinal beam bodies 10 can be arranged opposite to each other and spaced apart, each longitudinal beam body 10 can be provided with a first extension beam 30, the first extension beam 30 arranged on one of the longitudinal beam bodies 10 can be extended toward the other longitudinal beam body 10, and a cross beam structure can be connected between the two first extension beams 30.

[0131] By setting the first extension beam 30 and making the first extension beam 30 correspond to the first reinforcement 20 along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 10), such a setting can transmit the force at the first reinforcement 20 laterally through the first extension beam 30, which is beneficial to improving the dynamic stiffness of the vehicle's rear suspension mounting point along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 10), and is beneficial to improving the NVH performance of the vehicle.

[0132] In some embodiments of the present application, as shown in Figures 10, 11, and 13-16, the body assembly 100 further includes: a second reinforcement 50 and a third reinforcement 60, the longitudinal beam body 10 defines a second accommodating cavity 11, the third reinforcement 60 is arranged in the second accommodating cavity 11, and along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 10), the first reinforcement 20 and the third reinforcement 60 are arranged at intervals, and a portion of the second reinforcement 50 is located above the first reinforcement 20 and is connected to the third reinforcement 60.

[0133] As some embodiments of the present application, as shown in Figures 10, 13, 15 and 16, the longitudinal beam body 10 may include a longitudinal beam bottom plate 16 and longitudinal beam flanges 15 arranged on both sides of the longitudinal beam bottom plate 16 along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10), the longitudinal beam flanges 15 can extend upward, and the longitudinal beam bottom plate 16 and the longitudinal beam flanges 15 can jointly define a second accommodating cavity 11.

[0134] The third reinforcement 60 is disposed within the second accommodating cavity 11 and is connectable to the longitudinal beam body 10. Along a first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 10 ), the third reinforcement 60 is located rearward of the first reinforcement 20, and the third reinforcement 60 is spaced apart from the first reinforcement 20. In some embodiments of the present application, the third reinforcement 60 is connected to both the longitudinal beam bottom plate 16 and the longitudinal beam flange 15. For example, the third reinforcement 60 is welded to both the longitudinal beam bottom plate 16 and the longitudinal beam flange 15.

[0135] Along the height direction of the vehicle body assembly 100 (i.e., the Z direction shown in Figure 10), part of the structure of the second reinforcement 50 is located above the first reinforcement 20, the second reinforcement 50 is connected to the longitudinal beam body 10 and the first reinforcement 20, and the second reinforcement 50 is connected to the third reinforcement 60.

[0136] As some embodiments of the present application, along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 10), the front end of the second reinforcement 50 is connected to the first reinforcement 20, and the rear end of the second reinforcement 50 is connected to the third reinforcement 60.

[0137] By providing the second reinforcement 50 and positioning a portion of the second reinforcement 50 above the first reinforcement 20, the forces acting on the first reinforcement 20 and the longitudinal beam body 10 can be transferred upward through the second reinforcement 50, thereby improving the dynamic stiffness of the vehicle's rear suspension mounting point along the height direction of the body assembly 100 (i.e., the Z direction shown in FIG10 ). Furthermore, by providing the third reinforcement 60 spaced apart from the first reinforcement 20, with the front end of the second reinforcement 50 connected to the first reinforcement 20 and the rear end of the second reinforcement 50 connected to the third reinforcement 60, the first reinforcement 20, the second reinforcement 50, and the third reinforcement 60 can be sequentially connected along the first direction of the body assembly 100 (i.e., the X direction shown in FIG10 ), thereby significantly improving the dynamic stiffness of the vehicle's rear suspension mounting point along the first direction of the body assembly 100 (i.e., the X direction shown in FIG10 ), thereby improving the vehicle's NVH performance.

[0138] In addition, by sequentially connecting the first reinforcement 20, the second reinforcement 50, and the third reinforcement 60 along the first direction of the vehicle body assembly 100 (ie, the X direction shown in FIG. 10), the rear collision performance of the vehicle can be improved, which is beneficial to improving the safety of the vehicle.

[0139] In some embodiments of the present application, as shown in Figures 11, 15, and 16, the vehicle body assembly 100 further includes a fourth reinforcement member 70. The fourth reinforcement member 70 is disposed in the second accommodating cavity 11 and is disposed on a side of the third reinforcement member 60 away from the first reinforcement member 20 along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in Figure 10) and is connected to the third reinforcement member 60.

[0140] Among them, the fourth reinforcement 70 is arranged in the second accommodating cavity 11. As some embodiments of the present application, the fourth reinforcement 70 is connected to the longitudinal beam bottom plate 16 and the longitudinal beam flange 15. For example, the fourth reinforcement 70 is welded to the longitudinal beam bottom plate 16 and the longitudinal beam flange 15.

[0141] Along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in Figure 10), the fourth reinforcement 70 is arranged behind the third reinforcement 60, that is, the fourth reinforcement 70 is arranged on the side of the third reinforcement 60 away from the first reinforcement 20, and the fourth reinforcement 70 is connected to the third reinforcement 60.

[0142] By locating the fourth reinforcement 70 on the side of the third reinforcement 60 away from the first reinforcement 20 and connecting it to the third reinforcement 60, the first reinforcement 20, the second reinforcement 50, the third reinforcement 60, and the fourth reinforcement 70 can be connected in sequence along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 10), thereby significantly improving the dynamic stiffness of the vehicle's rear suspension mounting point along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 10), which is beneficial to improving the NVH performance of the vehicle.

[0143] In addition, by sequentially connecting the first reinforcement 20, the second reinforcement 50, the third reinforcement 60, and the fourth reinforcement 70 along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in Figure 10), the collision performance of the vehicle can be effectively improved, which is beneficial to improving the safety of the vehicle.

[0144] In some embodiments of the present application, as shown in Figures 11, 15 and 16, the body assembly 100 also includes: a second mounting member 701, the second mounting member 701 is arranged in the second accommodating cavity 11 and passes through the fourth reinforcement 70, and the second mounting member 701 is suitable for assembly with the rear suspension of the vehicle.

[0145] The second mounting member 701 is disposed in the second accommodating cavity 11 and can be connected to the longitudinal beam body 10. Furthermore, the second mounting member 701 passes through and is connected to the fourth reinforcement member 70. In some embodiments of the present application, the fourth reinforcement member 70 can have a hole corresponding to the second mounting member 701, so that the second mounting member 701 can pass through the fourth reinforcement member 70.

[0146] In some embodiments of the present application, the longitudinal beam base plate 16 of the longitudinal beam body 10 may have a hole corresponding to the second mounting member 701, so as to facilitate the assembly of the second mounting member 701 with the vehicle's rear suspension. In some embodiments of the present application, the second mounting member 701 may serve as a front mounting point for the vehicle's rear suspension. In some embodiments of the present application, the second mounting member 701 may be configured as a threaded tube.

[0147] By providing a second mounting member 701, a mounting point can be provided for the rear suspension of the vehicle. Moreover, by allowing the second mounting member 701 to pass through the fourth reinforcement 70 and be connected to the fourth reinforcement 70, the dynamic stiffness of the front mounting point of the rear suspension of the vehicle can be improved, and the structural design of the body assembly 100 can be reasonable, which is beneficial to improving the NVH performance of the vehicle, thereby improving the driving experience and riding experience of the vehicle.

[0148] In some embodiments of the present application, as shown in Figures 10, 12, 15 and 16, the body assembly 100 also includes: a fifth reinforcement 71, which is arranged in the second accommodating cavity 11, and along the first direction of the body assembly 100 (i.e., the X direction shown in Figure 10), the fifth reinforcement 71 is arranged on the side of the fourth reinforcement 70 away from the first reinforcement 20.

[0149] Among them, the fifth reinforcement 71 is arranged in the second accommodating cavity 11. As some embodiments of the present application, the fifth reinforcement 71 is connected to the longitudinal beam bottom plate 16 and the longitudinal beam flange 15. For example, the fifth reinforcement 71 is welded to the longitudinal beam bottom plate 16 and the longitudinal beam flange 15.

[0150] Along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 10 ), the fifth reinforcement 71 is disposed behind the fourth reinforcement 70. In other words, the fifth reinforcement 71 is disposed at an end of the fourth reinforcement 70 away from the first reinforcement 20. In some embodiments of the present application, the fifth reinforcement 71 is spaced apart from the fourth reinforcement 70.

[0151] By providing the fifth reinforcement 71 , the structural strength of the longitudinal beam body 10 can be improved, and the dynamic rigidity of the vehicle rear suspension mounting point can be increased.

[0152] In some embodiments of the present application, as shown in Figures 12, 15 and 16, the body assembly 100 also includes: a third mounting member 711, the third mounting member 711 is arranged in the second accommodating cavity 11 and passes through the fifth reinforcement 71, and the third mounting member 711 is suitable for assembly with the rear suspension of the vehicle.

[0153] The third mounting member 711 is disposed in the second accommodating cavity 11 and can be connected to the longitudinal beam body 10. Furthermore, the third mounting member 711 passes through and is connected to the fifth reinforcement member 71. In some embodiments of the present application, the fifth reinforcement member 71 can have a hole corresponding to the third mounting member 711, so that the third mounting member 711 can pass through the fifth reinforcement member 71.

[0154] In some embodiments of the present application, the longitudinal beam base plate 16 of the longitudinal beam body 10 may have a hole corresponding to the third mounting member 711, so as to facilitate the assembly of the third mounting member 711 with the rear suspension of the vehicle. In some embodiments of the present application, the second mounting member 701 may serve as a rear mounting point for the rear suspension of the vehicle. In some embodiments of the present application, the third mounting member 711 may be configured as a threaded tube.

[0155] By providing a third mounting member 711, a mounting point can be provided for the rear suspension of the vehicle. Moreover, by allowing the third mounting member 711 to pass through the fifth reinforcement 71 and be connected to the fifth reinforcement 71, the dynamic stiffness of the rear mounting point of the rear suspension of the vehicle can be improved, and the structural design of the body assembly 100 can be reasonable, which is beneficial to improving the NVH performance of the vehicle, thereby improving the driving experience and riding experience of the vehicle.

[0156] In some embodiments of the present application, as shown in Figures 10, 15, and 16, the vehicle body assembly 100 further includes a second extension beam 31 and a third extension beam 32. The second extension beam 31 and the third extension beam 32 are both connected to the longitudinal beam body 10. Along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in Figure 10), the second extension beam 31 corresponds to the fourth reinforcement 70, and the third extension beam 32 corresponds to the fifth reinforcement 71.

[0157] The second extension beam 31 and the third extension beam 32 are both connected to the longitudinal beam body 10 , and are both extended along the second direction of the vehicle body assembly 100 (ie, the Y direction shown in FIG. 10 ).

[0158] Moreover, along the second direction of the body component 100 (i.e., the Y direction shown in FIG10 ), the second extension beam 31 corresponds to the fourth reinforcement 70. In other words, a plane is set, which is perpendicular to the second direction of the body component 100 (i.e., the Y direction shown in FIG10 ), that is, the normal of the plane is parallel to the second direction of the body component 100 (i.e., the Y direction shown in FIG10 ), and the orthographic projection of the second extension beam 31 on the plane and the orthographic projection of the fourth reinforcement 70 on the plane have an overlapping area.

[0159] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the two longitudinal beam bodies 10 can be arranged opposite to each other and spaced apart, and the second extension beam 31 can be connected between the two longitudinal beam bodies 10, that is, the second extension beam 31 is a cross beam structure connected between the two longitudinal beam bodies 10.

[0160] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the two longitudinal beam bodies 10 can be arranged opposite to each other and spaced apart, each longitudinal beam body 10 can be provided with a second extension beam 31, the second extension beam 31 arranged on one of the longitudinal beam bodies 10 can be extended toward the other longitudinal beam body 10, and a cross beam structure can be connected between the two second extension beams 31.

[0161] By setting a second extension beam 31 and making the second extension beam 31 correspond to the fourth reinforcement 70 along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 10), such a setting can transmit the force at the fourth reinforcement 70 laterally through the second extension beam 31, which is beneficial to improving the dynamic stiffness of the vehicle's rear suspension mounting point along the second direction of the body assembly 100 (i.e., the Y direction shown in Figure 10), and is beneficial to improving the NVH performance of the vehicle.

[0162] Along the second direction of the body component 100 (i.e., the Y direction shown in Figure 10), the third extension beam 32 corresponds to the fifth reinforcement 71. In other words, a plane is set, which is perpendicular to the second direction of the body component 100 (i.e., the Y direction shown in Figure 10), that is, the normal of the plane is parallel to the second direction of the body component 100 (i.e., the Y direction shown in Figure 10), and the orthographic projection of the third extension beam 32 on the plane and the orthographic projection of the fifth reinforcement 71 on the plane have an overlapping area.

[0163] As some embodiments of the present application, the number of longitudinal beam bodies 10 can be set to two, the two longitudinal beam bodies 10 can be arranged opposite to each other and spaced apart, and the third extension beam 32 can be connected between the two longitudinal beam bodies 10, that is, the third extension beam 32 is a cross beam structure connected between the two longitudinal beam bodies 10.

[0164] In some embodiments of the present application, the number of the longitudinal beam bodies 10 can be set to two. The two longitudinal beam bodies 10 can be arranged oppositely and spaced apart. A third extension beam 32 can be provided on each longitudinal beam body 10. The third extension beam 32 provided on one of the longitudinal beam bodies 10 can extend towards the other longitudinal beam body 10. A cross beam structure can be connected between the two third extension beams 32.

[0165] By providing the third extension beam 32 and making the third extension beam 32 correspond to the fifth reinforcing member 71 along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG. 10), such an arrangement can laterally transfer the force at the fifth reinforcing member 71 through the third extension beam 32, which is beneficial to improving the dynamic stiffness of the vehicle rear suspension mounting point along the second direction of the vehicle body assembly 100 (i.e., the Y direction shown in FIG. 10), and is beneficial to improving the NVH performance of the vehicle.

[0166] In some embodiments of the present application, as shown in FIGS. 10, 12, 15 and 16, the vehicle body assembly 100 further includes: a sixth reinforcing member 72. The sixth reinforcing member 72 is provided in the second accommodation cavity 11 and is located between the fourth reinforcing member 70 and the fifth reinforcing member 71.

[0167] Among them, the sixth reinforcing member 72 is provided in the second accommodation cavity 11 of the longitudinal beam body 10. In some embodiments of the present application, the sixth reinforcing member 72 is connected to both the longitudinal beam bottom plate 16 and the longitudinal beam flange 15. For example, the sixth reinforcing member 72 is connected to both the longitudinal beam bottom plate 16 and the longitudinal beam flange 15 by welding.

[0168] Along the first direction of the vehicle body assembly 100 (i.e., the X direction shown in FIG. 10), the sixth reinforcing member 72 is provided between the fourth reinforcing member 70 and the fifth reinforcing member 71, and the sixth reinforcing member 72 is spaced apart from both the fourth reinforcing member 70 and the fifth reinforcing member 71. That is to say, the sixth reinforcing member 72 is located on the side of the fourth reinforcing member 70 away from the first reinforcing member 20, and the sixth reinforcing member 72 is located on the side of the fifth reinforcing member 71 close to the first reinforcing member 20.

[0169] In some embodiments of the present application, the sixth reinforcing member 72 is adapted to correspond to the vehicle rear suspension spring.

[0170] By providing the sixth reinforcing member 72, the structural strength of the longitudinal beam body 10 can be improved, and the dynamic stiffness of the vehicle rear suspension mounting point can be improved. Moreover, by making the sixth reinforcing member 72 correspond to the vehicle rear suspension spring, it is beneficial to ensure the stiffness of the vehicle rear suspension spring mounting point.

[0171] In some embodiments of the present application, both the fourth reinforcing member 70 and the fifth reinforcing member 71 can be configured as a structure similar to a "U" shape.

[0172] In some embodiments of the present application, as shown in FIG. 18 and FIG. 19 , the vehicle body assembly 100 may further include: a first connecting member 45 .

[0173] The reinforcing beam 42 is arranged in the first accommodating cavity 41, and at least part of the first connecting member 45 can be located in the first accommodating cavity 41. As some embodiments of the present application, part of the structure of the first connecting member 45 can be located in the first accommodating cavity 41, and another part of the structure of the first connecting member 45 can be located between the inner plate connecting plate 432 and the outer plate connecting plate 442.

[0174] A first connector 45 is connected between the sill beam 40 and the reinforcement beam 42. The first connector 45 securely secures the reinforcement beam 42 within the first accommodating cavity 41. When the vehicle is subjected to a side collision, the first connector 45 can constrain the position of the reinforcement beam 42. When the collision force is small, the first connector 45 prevents the reinforcement beam 42 from intruding into the vehicle's interior. When the collision force is large, the first connector 45 reduces the amount of intrusion into the vehicle's interior, thereby improving the vehicle's impact resistance. Furthermore, along the first direction of the vehicle (i.e., the X direction shown in FIG. 17 , i.e., the longitudinal direction of the vehicle), a first connector 45 is provided at each end of the reinforcement beam 42. Providing two first connectors 45 facilitates constraining the position of the reinforcement beam 42.

[0175] As shown in Figures 19 and 20, the spacing distance between the two first connecting members 45 is F1, and F1 satisfies the relationship: 400mm≤F1≤500mm, that is, along the first direction of the vehicle (i.e., the X direction shown in Figure 20), the spacing distance between the two first connecting members 45 is any value between 400mm and 500mm. For example, F1 can be but is not limited to 400mm, 450mm, 500mm, etc. This setting can make the spacing distance between the two first connecting members 45 reasonable, which is conducive to constraining the position of the reinforcing beam 42.

[0176] The spacing distance between the two first connectors 45 can be understood as the minimum spacing distance between the two first connectors 45 along the first direction of the vehicle (i.e., the X direction shown in FIG17 ), that is, the distance between the end of the first first connector 45 closest to the second first connector 45 and the end of the second first connector 45 closest to the first first connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG17 ). Alternatively, the spacing distance between the two first connectors 45 can be understood as the maximum spacing distance between the two first connectors 45 along the first direction of the vehicle (i.e., the X direction shown in FIG17 ), that is, the distance between the end of the first first connector 45 away from the second first connector 45 and the end of the second first connector 45 away from the first first connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG17 ). Alternatively, the spacing distance between the two first connectors 45 can be understood as the distance between the midpoint of one first connector 45 and the midpoint of the other first connector 45 along the first direction of the vehicle (i.e., the X direction shown in FIG17 ) (e.g., as shown in FIG20 ).

[0177] Therefore, by providing the first connecting members 45 at both ends of the reinforcing beam 42 and connecting the first connecting members 45 between the sill beam 40 and the reinforcing beam 42, when the vehicle is subjected to a side collision, the first connecting members 45 can fix the reinforcing beam 42, and can reduce the extent to which the reinforcing beam 42 intrudes toward the inside of the vehicle, thereby reliably protecting the passengers in the vehicle passenger compartment and helping to improve the safety of the vehicle.

[0178] In some embodiments of the present application, as shown in Figures 19 and 20 , the length of the reinforcement beam 42 along the first direction of the vehicle (i.e., the X direction shown in Figure 20 ) may be F2, and F1 and F2 may satisfy the relationship: 1.36 ≤ F2 / F1 ≤ 1.45. That is, F2 / F1 may be any value between 1.36 and 1.45, for example, but not limited to, 1.36, 1.40, 1.45, etc. As a specific embodiment of the present application, the length of the reinforcement beam 42 may be 630 mm, and the spacing between the two first connectors 45 may be 450 mm, i.e., F2 / F1 may be 1.4. This arrangement ensures a reasonable ratio between the length F2 of the reinforcement beam 42 and the spacing F1 between the two first connectors 45, allowing the first connectors 45 to securely secure the reinforcement beam 42 within the first accommodating cavity 41, thereby facilitating the positioning of the reinforcement beam 42.

[0179] In some embodiments of the present application, as shown in Figures 19 and 20 , the length of the reinforcement beam 42 along the first direction of the vehicle (i.e., the X direction shown in Figure 17 ) may be F2, where F2 may satisfy the relationship: 580 mm ≤ F2 ≤ 680 mm. In other words, along the first direction of the vehicle (i.e., the X direction shown in Figure 17 ), the length of the reinforcement beam 42 may be any value between 580 mm and 680 mm. For example, F2 may be, but is not limited to, 580 mm, 630 mm, 680 mm, etc. This configuration ensures a reasonable length for the reinforcement beam 42, thereby improving vehicle safety.

[0180] As some embodiments of the present application, along the first direction of the vehicle (ie, the X direction shown in FIG. 17 ), the length of the reinforcing beam 42 can be adjusted according to the wheelbase of the vehicle, which can improve the universality of the reinforcing beam 42 .

[0181] As some embodiments of the present application, along the first direction of the vehicle (i.e., the X direction shown in Figure 17), the length of the reinforcing beam 42 is less than the length of the rocker beam 40. This arrangement is beneficial to saving material of the reinforcing beam 42 and is conducive to the lightweight design of the vehicle.

[0182] In some embodiments of the present application, as shown in Figures 18 and 19, the first connecting member 45 may include a first connecting plate 451 and a second connecting plate 452 connected to each other. An angle may be formed between the first connecting plate 451 and the second connecting plate 452. In some embodiments of the present application, the cross-section of the first connecting member 45 may be constructed in an "L" shape, that is, the angle between the first connecting plate 451 and the second connecting plate 452 may be 90° or approximately 90°. The first connecting plate 451 may be connected to the reinforcing beam 42, and the second connecting plate 452 may be connected to the door sill beam 40. In some embodiments of the present application, the first connecting plate 451 and the second connecting plate 452 may be integrally formed parts.

[0183] In some embodiments of the present application, the first connecting plate 451 can be connected to the top wall of the reinforcement beam 42. The second connecting plate 452 can be connected to the inner panel connecting plate 432 of the rocker inner panel 43. Alternatively, the second connecting plate 452 can be connected to the inner panel connecting plate 432 of the rocker inner panel 43, and the second connecting plate 452 can be connected to the outer panel connecting plate 442 of the rocker outer panel 44. For example, the second connecting plate 452 can be disposed between the inner panel connecting plate 432 and the outer panel connecting plate 442. This configuration can make the structure of the first connecting member 45 reasonable, thereby firmly connecting the reinforcement beam 42 and the rocker beam 40.

[0184] As shown in Figure 18, the second connecting plate 452 can have a notch 4521, and the notch 4521 can penetrate the second connecting plate 452 along the thickness direction of the second connecting plate 452. In the embodiment where the second connecting plate 452 is set between the inner plate connecting plate 432 and the outer plate connecting plate 442, by setting the notch 4521 on the second connecting plate 452, the inner plate connecting plate 432 and the outer plate connecting plate 442 can be directly welded through the notch 4521, and the second connecting plate 452 and the inner plate connecting plate 432 can be directly welded, and the second connecting plate 452 and the outer plate connecting plate 442 can be directly welded, so that any two of the inner plate connecting plate 432, the outer plate connecting plate 442 and the second connecting plate 452 can have a direct connection relationship, which is beneficial to improving the connection firmness between the reinforcing beam 42 and the door sill beam 40.

[0185] In some embodiments of the present application, as shown in FIG19 , the second connecting plate 452 and / or the first connecting plate 451 may be provided with reinforcing ribs 4522. In some embodiments of the present application, the second connecting plate 452 and / or the first connecting plate 451 may be provided with weight-reducing holes 4523.

[0186] In some embodiments of the present application, as shown in Figures 18 and 19, the body assembly 100 may further include: a second connecting member 46, the second connecting member 46 may be located in the first accommodating cavity 41, the second connecting member 46 may be connected between the sill beam 40 and the reinforcing beam 42, and by providing the second connecting member 46, the sill beam 40 can be connected to the reinforcing beam 42, so that the reinforcing beam 42 can be firmly fixed in the first accommodating cavity 41, and when the vehicle is subjected to a side collision, the second connecting member 46 can constrain the position of the reinforcing beam 42. When the collision force is very small, due to the constraint of the second connecting member 46, the reinforcing beam 42 will not invade toward the inside of the vehicle. When the collision force is large, due to the constraint of the second connecting member 46, the amount of intrusion of the reinforcing beam 42 toward the inside of the vehicle can be reduced, which is beneficial to improving the vehicle's impact resistance.

[0187] Along the first direction of the vehicle (ie, the X direction shown in FIG. 17 ), second connecting members 46 are provided at both ends of the reinforcing beam 42 . Providing two second connecting members 46 is helpful in constraining the position of the reinforcing beam 42 .

[0188] Along the height direction of the vehicle (ie, the Z direction shown in FIG. 21 ), the orthographic projections of the first connecting member 45 and the second connecting member 46 have an overlapping area.

[0189] As some embodiments of the present application, a plane is set, which is perpendicular to the height direction of the vehicle (i.e., the Z direction shown in Figure 21), that is, the normal of the plane is parallel to the height direction of the vehicle (i.e., the Z direction shown in Figure 21), and among the two first connectors 45 and the two second connectors 46, the orthographic projection of the first connector 45 located at the front side on the plane and the orthographic projection of the second connector 46 located at the front side on the plane have an overlapping area, and the orthographic projection of the first connector 45 located at the rear side on the plane and the orthographic projection of the second connector 46 located at the rear side on the plane have an overlapping area. Such an arrangement can make the arrangement positions of the first connector 45 and the second connector 46 reasonable, can make full use of the space of the first accommodating cavity 41, and can greatly increase the installation firmness of the reinforcement beam 42, can reliably protect the passengers in the vehicle passenger compartment, and is conducive to improving the safety of the vehicle.

[0190] Any two directions of the vehicle length direction (i.e., the X direction shown in Figure 17), the vehicle width direction (i.e., the Y direction shown in Figure 17), and the vehicle height direction (i.e., the Z direction shown in Figure 21) described in this application are perpendicular to each other.

[0191] In some embodiments of the present application, as shown in Figures 19 and 20, along the first direction of the vehicle (i.e., the X direction shown in Figure 17), the spacing distance between the two second connectors 46 can be F3, and F1 and F3 can satisfy the relationship: 0.8≤F3 / F1≤0.84. In other words, F3 / F1 can be any value between 0.8 and 0.84, for example, F3 / F1 can be, but is not limited to, 0.8, 0.82, 0.84, etc. As a specific embodiment of the present application, the spacing distance between the two first connectors 45 is 450 mm, and the spacing distance between the two second connectors 46 is 370 mm, that is, F3 / F1 can be 0.82. This arrangement ensures a reasonable ratio between the spacing distance F3 between the two second connectors 46 and the spacing distance F1 between the two first connectors 45, allowing the first connector 45 and the second connector 46 to firmly secure the reinforcing beam 42 to the first accommodating cavity 41, thereby improving the vehicle's impact resistance.

[0192] In some embodiments of the present application, as shown in Figures 19 and 20, along the first direction of the vehicle (i.e., the X direction shown in Figure 17), the spacing distance between the two second connectors 46 can be F3, and F3 can satisfy the relationship: 320mm≤F3≤420mm. In other words, along the first direction of the vehicle (i.e., the X direction shown in Figure 20), the spacing distance between the two second connectors 46 can be any value between 320mm and 420mm. For example, F3 can be, but is not limited to, 320mm, 370mm, 420mm, etc. This configuration can ensure a reasonable spacing distance between the two second connectors 46, firmly fix the reinforcement beam 42 in the first accommodating cavity 41, and further improve the vehicle's impact resistance.

[0193] The spacing distance between the two second connectors 46 can be understood as the minimum spacing distance between the two second connectors 46 along the first direction of the vehicle (i.e., the X-direction shown in FIG17 ), i.e., the distance between the end of the first second connector 46 closest to the second second connector 46 and the end of the second second connector 46 closest to the first second connector 46 along the first direction of the vehicle (i.e., the X-direction shown in FIG17 ). Alternatively, the spacing distance between the two second connectors 46 can be understood as the maximum spacing distance between the two second connectors 46 along the first direction of the vehicle (i.e., the X-direction shown in FIG17 ), i.e., the distance between the end of the first second connector 46 away from the second second connector 46 and the end of the second second connector 46 away from the first second connector 46 along the first direction of the vehicle (i.e., the X-direction shown in FIG17 ). Alternatively, the spacing distance between the two second connectors 46 can be understood as the distance between the midpoint of one second connector 46 and the midpoint of the other second connector 46 along the first direction of the vehicle (i.e., the X-direction shown in FIG17 ) (e.g., as shown in FIG20 ).

[0194] In some embodiments of the present application, as shown in Figures 18 and 19, the second connector 46 may include a connector body 461, a first connecting flange 462, and a second connecting flange 463. The first connecting flange 462 and the second connecting flange 463 may both be connected to the connector body 461. In some embodiments of the present application, the connector body 461, the first connecting flange 462, and the second connecting flange 463 may be an integrally formed part.

[0195] The connector body 461 may be connected to the reinforcement beam 42, the first connecting flange 462 may be connected to the bottom wall of the first accommodating cavity 41, and the second connecting flange 463 may be connected to the inner sidewall 411 of the first accommodating cavity 41. In some embodiments of the present application, the connector body 461 may be connected to the bottom wall of the reinforcement beam 42, the first connecting flange 462 may be connected to the bottom wall of the inner panel body 431 of the rocker inner panel 43, and the second connecting flange 463 may be connected to the inner sidewall 411 of the first accommodating cavity 41. The inner sidewall 411 of the first accommodating cavity 41 may be understood as the sidewall of the inner panel body 431 of the rocker inner panel 43.

[0196] This arrangement can make the structural form of the second connecting member 46 reasonable, and can make the second connecting member 46 connected to the reinforcing beam 42, the bottom wall of the first accommodating cavity 41, and the inner wall 411 of the first accommodating cavity 41, so that the reinforcing beam 42 and the threshold beam 40 can be firmly connected together.

[0197] As some embodiments of the present application, the connection method between the threshold outer panel 44 and the threshold inner panel 43, the connection method between the first connecting member 45 and the reinforcing beam 42, the connection method between the first connecting member 45 and the threshold beam 40, the connection method between the second connecting member 46 and the reinforcing beam 42, and the connection method between the second connecting member 46 and the threshold beam 40 can all be but are not limited to welding, screwing, riveting, etc.

[0198] In some embodiments of the present application, as shown in Figures 18 and 19, the connector body 461 may include: a first plate 4611, a second plate 4612, and a third plate 4613, wherein the first plate 4611 and the third plate 4613 are arranged opposite and spaced apart, and the second plate 4612 is connected between the first plate 4611 and the third plate 4613. Specifically, one end of the second plate 4612 can be connected to the first plate 4611, and the other end of the second plate 4612 can be connected to the third plate 4613. In some embodiments of the present application, the first plate 4611, the second plate 4612, and the third plate 4613 can be an integrally formed part. The second plate 4612 can be connected to the reinforcing beam 42. In some embodiments of the present application, the second plate 4612 can be connected to the bottom wall of the reinforcing beam 42.

[0199] As some embodiments of the present application, the first plate body 4611 and the third plate body 4613 can both extend along the height direction of the vehicle (i.e., the Z direction shown in Figure 21) and in a direction away from the reinforcing beam 42. That is to say, the first plate body 4611, the second body and the third plate body 4613 can be constructed into a structure similar to the shape of a "J". Such an arrangement can make the second connecting member 46 have a very high structural strength.

[0200] The end of the first plate 4611 away from the second plate 4612 may be provided with a first connecting flange 462, or the end of the third plate 4613 away from the second plate 4612 may be provided with a first connecting flange 462, or both the end of the first plate 4611 away from the second plate 4612 and the end of the third plate 4613 away from the second plate 4612 may be provided with a first connecting flange 462. In some embodiments of the present application, both the end of the first plate 4611 away from the second plate 4612 and the end of the third plate 4613 away from the second plate 4612 are provided with a first connecting flange 462. This configuration can provide the second connecting member 46 with more first connecting flanges 462, thereby improving the connection strength between the second connecting member 46 and the door sill beam 40.

[0201] The side edge of the first plate 4611 may be provided with a second connecting flange 463, or the side edge of the third plate 4613 may be provided with a second connecting flange 463, or both the side edge of the first plate 4611 and the side edge of the third plate 4613 may be provided with a second connecting flange 463. In some embodiments of the present application, the side edge of the first plate 4611 and the side edge of the third plate 4613 are both provided with a second connecting flange 463. This configuration can provide the second connecting member 46 with more second connecting flanges 463, which can further improve the connection strength between the second connecting member 46 and the door sill beam 40.

[0202] It is understood that the second connecting member 46 may be supported between the reinforcement beam 42 and the rocker beam 40 .

[0203] As some embodiments of the present application, weight-reducing holes 4523 may be provided on the second plate 4612 and / or the first connecting flange 462 .

[0204] As some embodiments of the present application, the first connecting member 45 and the second connecting member 46 may both be cold stamped parts.

[0205] As some embodiments of the present application, the second connecting member 46 is provided corresponding to the battery pack mounting point of the door sill beam 40 .

[0206] In some embodiments of the present application, as shown in Figures 17 and 18, along the second direction of the vehicle (ie, the Y direction shown in Figure 17), the orthographic projection of the first connecting member 45 and the orthographic projection of the seat mounting beam 199 of the vehicle have an overlapping area.

[0207] Specifically, a plane is defined that is perpendicular to the second direction of the vehicle (i.e., the Y direction shown in FIG17 ), that is, the normal of the plane is parallel to the second direction of the vehicle (i.e., the Y direction shown in FIG17 ). The orthographic projection of the first connector 45 overlaps with the orthographic projection of the vehicle's seat-mounting crossbeam 199. The seat-mounting crossbeam 199 may include a front seat-mounting front crossbeam 1 and a front seat-mounting rear crossbeam 2. Of the two first connectors 45, the orthographic projection of the front first connector 45 on the plane overlaps with the orthographic projection of the front seat-mounting front crossbeam 1 on the plane, while the orthographic projection of the rear first connector 45 on the plane overlaps with the orthographic projection of the front seat-mounting rear crossbeam 2 on the plane. When the vehicle is subjected to a side collision, the seat-mounting crossbeam 199 can effectively support the first connector 45, reducing the probability of the reinforcement beam 42 continuing to intrude into the passenger compartment toward the vehicle interior, thereby reliably protecting passengers in the vehicle's passenger compartment and improving vehicle safety.

[0208] It should be explained that in this application, the height direction of the body component 100 is the same as the height direction of the vehicle, the first direction of the body component 100 is the same as the first direction of the vehicle, and the second direction of the body component 100 is the same as the second direction of the vehicle.

[0209] According to the vehicle of the embodiment of the present application, including the body assembly 100 of the above embodiment, a second avoidance hole 14 is provided, which can avoid the vehicle's rear suspension trailing arm and reduce the difficulty of installing the vehicle's rear suspension trailing arm. By providing a seal 80 that blocks the second avoidance hole 14, the dynamic stiffness of the vehicle's rear suspension trailing arm installation point can be increased, thereby improving the vehicle's NVH performance and improving the vehicle's driving experience and riding experience.

[0210] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0211] In the description of this application, "first feature" and "second feature" may include one or more of the features.

[0212] In the description of this application, “plurality” means two or more.

[0213] In the description of the present application, a first feature being “on” or “under” a second feature may include the first and second features being in direct contact with each other, or the first and second features being in contact with each other not directly but via another feature therebetween.

[0214] In the description of this application, a first feature “on”, “above” and “above” a second feature includes the first feature being directly above and obliquely above the second feature, or simply means that the first feature is horizontally higher than the second feature.

[0215] Throughout this specification, reference to terms such as "one embodiment," "some embodiments," "illustrative embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

[0216] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions, and variations may be made to the embodiments without departing from the principles and intent of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle body assembly, wherein: include: A longitudinal beam body and a sill beam, wherein the longitudinal beam body is connected to the sill beam, and the sill beam defines a first accommodating cavity; a first mounting member, the longitudinal beam body having a first avoidance hole, the first mounting member being provided on the longitudinal beam body and corresponding to the first avoidance hole, the first mounting member being adapted to be assembled with the suspension trailing arm of the vehicle; A sealing member, wherein the longitudinal beam body has a second avoidance hole at one end thereof close to the sill beam, the sealing member is provided on the longitudinal beam body and corresponds to the second avoidance hole to cover the second avoidance hole, and the sealing member is recessed in a direction away from the second avoidance hole along the height direction of the vehicle body assembly; A reinforcing beam is arranged in the first accommodating cavity.

2. The vehicle body assembly according to claim 1, wherein: The sealing member has a sealing flange connected to the longitudinal beam body, the sealing flange has a third avoidance hole, and the first mounting member is passed through the third avoidance hole and connected to the sealing member.

3. The vehicle body component according to claim 1 or 2, wherein: It also includes: a first reinforcement member, which is arranged on the longitudinal beam body and sleeved on the sealing member, and the first reinforcement member is connected to the sealing member.

4. The vehicle body assembly according to claim 3, wherein: The first reinforcement member includes: a first reinforcement body and a first connecting flange that are connected. The first connecting flange extends along the height direction and is connected to the sealing member.

5. The vehicle body component according to claim 3 or 4, wherein: Along the first direction of the vehicle body assembly, the first reinforcement is arranged at one end of the longitudinal beam body close to the rocker beam, and the first reinforcement includes: a connected first reinforcement body and a first flange; along the second direction of the vehicle body assembly, the first flange is clamped between the longitudinal beam body and the rocker beam, and the second direction, the first direction, and the height direction are all perpendicular to each other.

6. The vehicle body component according to any one of claims 3 to 5, wherein: It also includes: a second reinforcement member, wherein a portion of the second reinforcement member is located above the first reinforcement member along the height direction, and the second reinforcement member is connected to the first reinforcement member and the longitudinal beam body.

7. The vehicle body assembly according to claim 6, wherein: The second reinforcement member is connected to the first mounting member.

8. The vehicle body assembly according to claim 6, wherein: It also includes: a third reinforcement, the longitudinal beam body defines a second accommodating cavity, the third reinforcement is arranged in the second accommodating cavity, and along the first direction of the vehicle body component, the first reinforcement and the third reinforcement are arranged at intervals, the second reinforcement is connected to the third reinforcement, and the first direction is perpendicular to the height direction.

9. The vehicle body assembly according to claim 8, wherein: The fourth reinforcement member is provided in the second accommodating cavity and is connected to the third reinforcement member along the first direction. The first mounting member is arranged in the second accommodating cavity and passes through the fourth reinforcement member, and the second mounting member is suitable for being assembled with the rear suspension of the vehicle.

10. The vehicle body assembly according to claim 9, wherein: The invention further comprises: a fifth reinforcement member and a third mounting member, wherein the fifth reinforcement member is provided in the second accommodation cavity and is provided on a side of the fourth reinforcement member away from the first reinforcement member along the first direction; The third mounting member is arranged in the second accommodating cavity and passes through the fifth reinforcement member, and the second mounting member is suitable for being assembled with the rear suspension of the vehicle.

11. The vehicle body assembly according to claim 10, wherein: It also includes: a first extension beam, a second extension beam and a third extension beam, wherein the first extension beam, the second extension beam and the third extension beam are all connected to the longitudinal beam body, and along the second direction of the vehicle body assembly, the first extension beam corresponds to the first reinforcement, the second extension beam corresponds to the fourth reinforcement, and the third extension beam corresponds to the fifth reinforcement, and the second direction is perpendicular to the first direction.

12. The vehicle body assembly according to any one of claims 1 to 11, wherein: It also includes: a first connecting member, which is connected between the rocker beam and the reinforcement beam. Along the first direction of the vehicle body component, both ends of the reinforcement beam are provided with the first connecting member.

13. The vehicle body assembly according to claim 12, wherein: The first connecting member includes a first connecting plate and a second connecting plate connected to each other, wherein an angle is formed between the first connecting plate and the second connecting plate, the first connecting plate is connected to the reinforcing beam, and the second connecting plate is connected to the threshold beam; The second connecting plate has a notch, and the notch penetrates the second connecting plate along a thickness direction of the second connecting plate.

14. The vehicle body component according to claim 12 or 13, wherein: Also includes: A second connecting member, the second connecting member is located in the first accommodating cavity, the second connecting member is connected between the threshold beam and the reinforcement beam, along the first direction, the second connecting member is provided at both ends of the reinforcement beam, and along the height direction, the orthographic projections of the first connecting member and the second connecting member have an overlapping area.

15. A vehicle, wherein: A body assembly for a vehicle comprising the vehicle according to any one of claims 1-14.

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